3 1
possible on the one hand for a careless driver co tters and keys to
and thereby heat the bearing, on the ot ^ er ^ ^ j s as j n most questions,he neglected and slack back on the roa . many excellent qna i
two sides make themselves heard ; brass, <- e -P a small-end bush as
ties as a material for bearings, will wear, ant ■ n in a part partic-
worn slightly slack, it is evident that a knoc goUd small . en ds are
Marly sensitive to such a detrimental m ue ds and tank engines*
largely used on the Great Eastern Kai wa\ . miles an hour, u
where the maximum speed ever gainedis *£3 " sible speed, when
in express engines constantly running a reach i,oo°, it was
the number of knocks per minute mig 0 , and screw shown in our
sidered advisable to take up the wear b Y tie , haboW groove cut acrossillustration. A small locking-plate, fitting n prevents its slacking
the rod, holds the head of the adjusting sc ’ - n „ through the hea o
hack, the plate being supported by a spht-pu \ ^ genera i vieW 0 f the
the screw. The big-end (shown only m P ^ stee i push-piece on t eengine) is solid, and its cotter bears t aro cess of taking up 1 ®
brass furthest from the small end, so tbe ro d as it is lengt en
wear tends to maintain the original centres avoiding the danger o
at the one end and shortened at the o e , constantly leng
urrme^mA- ~> T 1 , v, «-T omrpr Wltll & ^0(1 W 1
ear tends to maintain tire --
it the one end and shortened at the other, thus avoiding '-“ v 'smashing a cylinder cover with a rod which is being constantly mng
ened.
Two Sheward & Gresham’s patent injectors are used, a Nfireman’s side, and a No. ,o on the driver’s. The working es are aU,nsid e the cab, the rod rising straight up from the injectors, which are ccm
Ve mently attached to the steps, where they are m good draugCan be kept cool and easily got at for examination or repairs,is well provided with handy boxes for his tool, and clothes. ^
iron boxes are recessed into the wings of the tender tank, another J0Ur general view of the engine, is provided underneat e nlatingwh eel, and a fourth box for rough tools is formed undei r Turnip aS
ln front of the smoke-box, above the leading bogie-axle thus *
°therwise useless space to account. For the benefit of those who have noopportunity of seeing these striking-looking engines we may say yPainted black, and picked out with a plain red line ^ »- broa l'**beams are vermilion, with the number of the engine in large gth em. Though no attempt has been made at ornamental or*;ery handsome effect is produced, and in this as m more weigh** matters,
' essrs. Dubs have fully maintained their deserved y tg rf -l f
6 »*1> Of all pans of tZ anginas is axcapfionaily good, wh, « h top. ofdetails, that «ra generally left to the makers, rs part.cularly chaste
an d neat.
. pnnines convey up an m-
<U X X V
cock. In this plug is a curved slot, as shown, the slot having the sameradius of curvature as the length of the link leading from a die in this slotto the end of the valve-rod. This link is coupled to the connecting-rod bytwo bars, as shown. The effect is that as the crank-shaft revolves the dieis caused to travel up and down in the slot in the plug. If the slot is set atangle with the vertical, the valve-stem will obviously be caused to movebackward and forward; when, however, the slot is vertical the valve has nomotion imparted to it by the travel of the die. The plug has a lever-armattached to it answering to the handle of a trap. This lever is coupled toa reversing-lever with quadrant, the top of which lever can be just seenover the side-guard of the foot-plate. By this means the plug can be madeto partially rotate, and so alter the angle of inclination of the slot that theengine will run forward or backwar .. The means by which lead is ob-tained will be readily understood by any reader conversant with valve-gear.
It is not too much to say that Mi*. Joy’s ingenious valve-gear has ren-dered the construction of this fine engine possible. A link-motion mightindeed have been used, but not with any satisfaction. Mr. Webb statesthat this engine works ordinary passenger trains with a little over 23 lbs.of coal per mile, which represents a saving of perhaps 20 per cent, of fuelon the ordinary consumption. We have already stated that this engine isbeyond question the best type of compound locomotive ever constructed,and we shall be much surprised if a large number of such engines are not.soon put into regular traffic. The only thing to militate against the ex-tended adoption of the Webb engine is the possibility that repairs may beheavier than is desirable. On this point only opinions can be expressed,and we prefer to reserve ours until we have some experience of the work-ing of the engine to go upon.
Since the above was written it has been reported that the engine hadbeen working continuously during the month of April, 1882, running theIrish mail on the London & Northwestern Railway. Its daily work, fromCrewe to London and back, is about 336 miles. The average load on theup journeys is 8.3 carriages of the London & Northwestern large 6-wheeltype, each weighing about 12 tons, or without engine or passengers about100 tons. On the down trip, the average load was 11.2 carriages, or about
-".’-'i t-o a
;ons. On tne uuwn —
134 tons.
The greatest load the engine has taken was 16 carriages, equal to atotal load with engine of 260 tons (English ), running at Northwestern Rail-way speeds.
The average consumption of coal for the month, including lightingfires, was 23.2 lbs. of coal per mile, as against the ordinary engine minimum
t details, that are genera^ of 30 lbs. permile doingthe same work.
neat. In August of the same year Mr. Webb reported that the engine had
have already alluded to the load these engines convey up an in- run over 30,000 miles. In July it ran 7,478 miles with the Irish mail from
5 °f 1 in 70, and for the present merely add a few words as to their Crewe to London , and the limited Scotch mail from London to Crewe. This" train is often run with fourteen of the large cars and post-office vans.
1 owrage maximum Consumption for the month was 24.8 lbs. of coal per mile.
cline
rta’i 7°, and tor me -
daily Work _
During last summer, what may be considered the average maximumf r r orrilan ce of one of these engines was to take a train of 20 carriagesLondon to Ipswich (68% miles) with no intermediate stoppage, in 1® Ur 35 minutes. As some 14 or 15 minutes are consumed in gettingLo°h^ maze °f signals and junctions in the first five miles fromin g ° n ’. the inning, as far as the locomotive is concerned, is 63% milesbor ° m urutes, 47.8 miles an hour, which is a fair rate ofspeed when it ise mind that some part of the incline by which the Great Easternav cr osses the Essex hills at Brentwood has a gradient of 1 in 84 ande a £ es 1 in 100 for a considerable distance. We may mention that the0 ' n ?>ve run from London to Norwich, a distance of 115 miles, with-
mkmg water.
Figs. ISO and 131 . h is the invert-
. The engravings represent a c ° mp °^ ebb; the ^ echa “ ad followingtion of and was designed by Mr. • The engraving
of the London & Northwestern Railway. ^ wbicb is
description are from The Engineer : hie h-pressure, one o
The engine has three cylinders, ^ich actuate t 6 ssU re cyUn-
shown, 1114 in. diameter and 24 m- s r0 ’ ced a single low-p _ dr i v ing-driving-wheels. Under the smoke-box :s the lead g ^ ^
der, 26 in. diameter and 24 in. stro e, other, save 1 Dnn ding
wheels. The engines are independent of each^ The steam expnnd^g
rails may be said to couple the four driving . passw
the high-pressure cylinder e.ters » j e ”“ iv L. The W-^ lythe smoke-box, and acting as an 'h te C; ' nt valve-gcst ' 31 ^) 8 Mechanicalcylinder slide-valve is worked by Joy si Institution o aban d-
’>« the engine shown to the members of b effect ed by
Engineers , at Barrow-in-Furness , in 18 °- , The dotted
wheel on the foot-plate, not shown. . , r \ s also J°y s ' . b ard is
The xaive-ge,) o, the ^
its construction, m a tbe p i u g of an
lines
fitted
Figs. 133, 134 and 135.
While there is very much greater variety in the design and construc-tion of English than of American passenger locomotives, the reverse is trueof “goods” or freight engines. In this country we have four distincttypes of freight locomotives in very general use, the “ American,” ten-wheeled, Mogul and Consolidation. Besides these, there have recentlybeen added others with eight coupled wheels and a four-wheeled truck, andsome with ten coupled wheels and a two-wheeled truck. In Englandprobably four-fifths of all the “ goods” engines in use are of the type illus-trated by our engravings, and which represent the latest practice inthat country ; it must be admitted that they are very efficient ma-chines. The similarity in their construction is very striking. Thestraight chimney and straight-top boiler are universal in Great Britain . Theposition of the dome, when one is used, near the middle of the boiler is alsothe general practice, instead of placing it over the fire-box as we do here.The Southeastern engine, it will be noticed, though, has no dome, the steambeing taken, it is presumed, through a perforated pipe. The safety-valvesin the Southeastern and Midland engines are of the Ramsbottom type, witha singlecoiled spring between the two, which is attached to and acts on asingle lever. This design is also generally used in England, and is un-known, or at least is not used at all in this country. The cabs of all theengines are made of iron. The “ splashers,” or wheel-guards, as we callthem, are attached to outside frames, a practice which has long been aban-doned here. The difference in the practice here and there is that we placethe running-board above the wheels and attach it to brackets bolted to theboiler. The wheel-guards or “ splashers” are there suspended from therunning-board and fastened by other brackets bolted to the frames. It israre that any part of the outside surface of the wheels here is inclosed bythe wheel-guards, the latter being simply a sheet-iron cover over the top ofthe tire. On the engines illustrated by figs. 133,134 and 135, the locomo-tive runner and fireman must go outside of the cab in gettingfrom it to the-'’■nmne-board, whereas on the American engines, the cabs almost uni-
show